Gas turbine pneumatic governor fuel supply control



D. A. DOTSON Oct. 8, 1957 GAS TURBINE PNEUMATIC GOVERNOR FUEL' SUPPLY CONTROL Filed March l5, 1951 2 Sheets-Sheet 1 Oct. 8, 1957 D. A. DoTsoN 2,808,702

GAS TURBINE PNEUMATIC GOVERNOR FUEL. SUPPLY CONTROL Filed March 15, 1951 2 Sheets-Sheet 2 unlllllllllmLI- |09 los no loe |07 \o5 |04 nz soo 96 lla'.

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United States ,Patent GAS rURBlNE PNEUMATIC GovERNoR SUPPLY coNrRoL Donald A. Dotson, Los Angeles, Calif., assig'nor to The Garrett Corporation, Los Angeles, Calif., a corporation' of California Appliation March 13, 1951, serial No..21s,207

3 Claims. (Cl. Gil-'$9.28)

The present inventionrelates generally to power plants; and is more particularly concerned with a control system .and vnovel control components which are'so arranged as to provide an automatic gas turbine power plantinstallation for the supplying of compressed .gaseous `tluid output for power purposes.

Briefly, the novel control of the present invention is associated with a gas turbine power plant of unitary construction, wherein the air output of an associated compressor is utilized for a plurality of purposes, namely, (a) as a source of combustion air for lthe turbine, (b) as a source of compressed air which may be distributed for power purposes; and (c) as a source of uid pressure for actuating pneumatic devices of the control'- system. The invention therefore contemplates as one object the provision in connection with a gas turbine ydriven compressed air power plant, of a novel controlsystem emi bodying a combi-nation of pneumatic-electric starting and governing control components.

Limiting factors for the mostV Vefficient Vand safest op eration of gas turbines are: (1) hot wheel-orY nozzle temperature,l and (2) rotational speed'. In order to obtain most eicient operation, it is therefore usually desirable to bring the nozzle box temperature to aV maxi,- mum as rapidly as prudently possible,when beginning operation from a cold start. Further, it is desirable that the temperature rise `be uniformly maintained in order to minimize thermall shock by undesirable sudden temperature changes. With the foregoing in mind,rthe present invention contemplates the provision of novel acceleration control which will permit rapid acceleration with uniform rise of nozzle` box temperature, and which Vutilizes control elements sensitive to a temperature pro portionally related to that ofthe nozzle box to control a fuel ow regulating valve.` p t f l Not only is it .desirable that the nozzle box temperature be limited in the above manner during the startingoperation, but, it'is likewise important that thesetefmperatures be considered while the power plant is operating under load. It is a characteristic of compressed air power plants of the .gas turbine type, that increased power demands above. that vfor which the' plant is Vrated causes a reduction of air supplied to the combustion chambers for the turbine. The Vfuel to air ratio increases and causes an excessive rise of nozzle box temperature'. In order to retain the nozzle box temperatures within required limits for most eiiicient operation, it is proposed to provide a load limiting device under the control of an element which senses a temperature proportionally related to that of the turbine nozzle box temperature.

ln the case of a hot gas turbine having its nozzle box supplied from two or more combustion chambers, itis most desirable that all of the combustion chambersshall supply air at substantially the same temperature, in order to prevent damage whichmight result in the `event that one or more of the combustion chambers fail ,to ignite thefuel supplied to them'.v As an object ofthe present invention, it is contemplated to provide protectionagi'st r, A 2,808,702 IC@ 'Patented oct. 8,1957

, 2 r failure to light-off one or .more of the combustion chambers, which utilizes sensitive means which will operate to -shut-down the power plant upon failure of I combustion chamber light-ot.

The requirement with respect to satisfactory speed control may be accomplished by providing a suitable governor. Mechanical linertia governors of the ily-ball type are not adapted for the control of gas turbines under the conditions where it is desired that the speed shall increase with increased load up to maximum 'allowable speed with maximum load. The present invention therefore contemplates a novel pneumatic governor arranged to control the power plant in accordance with the temperature conipensated pressure ratio across the compressor. Since the design characteristics of any particular compressor are predicated to a very large extent on the ratio of the Vdensity of the inlet air to that at the outlet, it will be seen that bykeeping this ratio fairly constant the 'compressor will deliver highest etliciency over the range of air iiows required. A still further object isto provide a. novel fuel valve for controlling `fuel flow to the combustion chamber of the gas turbine, this valve being operable by fluid pressure and .having effective pressure areas so arranged that a substantially constant fuel. to air ratio is established;

Still another object is to provide in connection with the control system, a novel thermostatic valve for controlling a uid flow, such as air, in response to variations in turbine nozzle boxl temperatures. n

Further objects of the invention will be brought out in the following part of the speciiication, wherein detailed description is for the purpose of fully disclosing the inverition without placing'lirnitations thereon.

Referring to theaccompanying drawings, vwhich are for illustrative purposes only: r

Fig. l is 'a view schematically representing the component parts of the power plant, together with theY control system therefor; v

Fig. 2 is anelevational view of a thermostatic valve forming a part of the control;

Fig. 3 is a longitudinal section through thevalve, taken substantially on line 3 3 of Fig. 2;

Fig. 4 is an end view of the head -portion of and Fig. 5 is a fragmentary sectional view, taken substantially on line 5 5 of Fig. 4.

the valve;

The power plant `n general Referring now gener-ally to Fig. 1 of thedrawings, the present invention is' disclosed as being embodied in a power plant 10 in which a hot gas turbine 11 drives a compressor 12 having 'its outlet Vconnected withdual combustion chambers 13 and 14 which are respectively connected through ducts 15and16 for conducting the hot gases tothe turbine. Airs'upply to the compressor is through an inlet-17. `Fuel forthe combustion chambers is supplied .fromV a fuel pump 18 driven'by the turbine, this pump having its inlet connected'to a'suitable source of fuel supply'through a shuteoff valve 19 by a conduit 2t).V The pump outlet is connected-with' nozzles 21 and 22 in the combustion chambers by means-of a conduit 23, fuel flow through thisV conduit being controlledby. a solenoid valve '24 and aI by-pass* valve 25, as willphere after be explained in detail. f

The compressor 12 isprovided with a plurality of bleed-off connections 26 and 27 from which .compressed air may be distributedlthrough suitable ducts to pointsV .will be described later in detail.

combustion f chambers.

18 to its inlet side.

'and adapted to seat therein inclosed position.

26 isalso shown as being connected with a branch conduit 30 by which air from the compressor outlet may be supplied to pneumatic control devices forming a part of the novel control system of the present invention,

An electric starter 3.1 is'shown as having aldriving connection with the unit, and there isA alsozprovided a suitable overspeed switch 32, which are connectedinto the .control system ofthe power plant, to be described.

Fuel supply and control system 'a'simple single flow line in which the supply conduitV 20 connects with the inlet of the fuel pump 18,V and an outlet connection conduit A23 connects with the nozzles of the Control of the fuel supplied to the combustion chambers is accomplished by regulating the bylpass of fuel'from the outlet side of the fuel pump For such purpose, the byep'ass valve 25 is connected by a conduit 33 with conduit 23, and by ,conduit 34 which connects with conduitkZll` on lthe inlet side of the pump. The by-pass valve 25 in addition to fuel metering, also acts as a safety .deviceV for the fuel system and forms a relief valve which 'willfopen under abnormally high pressure to by-pass fuel around the fuel pump. I

The by-pass valve 25 comprises a casing 35 having a iixed Awall 36 inwardly spaced from one end ofthe casing Y' and cooperating therewith to provide a chamber 37 in communication with a llowl openi11g38 in the wall 36. Between the wall 36 and the 'opposite end of the casing 35, the interior of the casing is divided into separated `chambers 39, 40 and 41 by movable wall structures 42 and 43.

'5 The wall structure 43 comprises a bellows 44fwhich is anchored at one, Yend and communicates interiorly with chamber 40, and is connected at its other end to a metering valve 45 operatively associated with the opening 38 A coil spring 46 supplements the action of the Vbellows 44 and acts to ,urge the valve towards seated position. The valve 45 is further connected by means of a stem v47 or other Y suitable structure with the'movable wallV structure 43 which in this instance has been illustrated as comprising a diaphragm. p

The chamber 37 is connected to receive fuel pressure through conduit 33. from the outlet side ofthe fuel pump, while chamber 39 is connected with the inletrlow pressure side of the pump by Conduit 34. The chamber 40 communicates through a port 48 with atmosphere. The confronting faces of wall structures 42 and 43 are Vtherefore subject to a common pressure, in this case atmospheric pressure. The chamberr41 isi connected through a conduit 49 with the control pressure side of the pneumatic system supplied by conduit 30, arestricted orifice 50 being interposed in the ilow path'of the control air pressure to the chamber 41. Y f Y The eiective area of the bellows 44 isy made equal to the area of the opening 38, thereby providing constant pressure'areas in all positions of operation of the valve 45. It will thus be seen that the ratio of the effective area of the wall structure 43 to the area of the orifice 38 establishes a substantially constant fuel-to-airr ratio, since the control pressure established by means of the restricted o'w'from the compressor outlet acts on the diaphragm or battery.

inthe chamber 41 in a manner equivalent to a variable Y force which changes directly with compressor pressure changes.'` -This variable force i vsaugmented by the spring side to the low pressure side of the pump. 18*2 and vice versa. -f-

i causes morefuel 'to be by-passed from thejhigh pressure v Pneumatic-electric starting and control system Provision is made for Yautomatically starting of the power plant through a combination of pneumatic and electrical components which provide compact, lightweight, small space occupying accessories. The various steps are properly coordinated andsequentially affected upon the closing of a starting switch 51 having normally open contacts 52. n This switch, as well as a stop switch 53 having normally closed contacts 54, may be mounted at any desired location with respect ton the power plant which it controls, and if desired may be located at a remote station such as the -pilots or flight engineers station. This station may also include indicating lamp`s,'as illustrated at 55, as necessary.

ln addition to the main start and stop switches mentioned above, the other electrical components comprise normally closed contacts 56 of the over-speed device 32. The starting motor 31 is controlled through a starting relay -57 having an actuating coil 58 and normally open contacts 59. Combustion chamber ignition coils 60 and 61- are energizable to light-ott the combustion chambers 'during starting. Y 1

Thermocouples 62 and 63 are respectively positioned inthe hotgas ducts` 15 and 16 leading to the' turbine. These thermocouplesare connected with opposed polarities in series with an actuating coil 64 of a diierential relay 65, this relay having normally closed contacts 66. Withthis arrangement, it will be appreciated that so long as the temperatures of the vhot gases from the combustion chambers are substantially equal, the voltages generated by 'the lthermoeouples will bev substantially equal andk in opposed relation. In the event that either of the cornbustion chambers should fail to light-oli, an Yunbalancing 'will'be established and current will be forced through the coil 64 ofthe `relay `65 and cause it to open its contacts 66. Similar operation will take place in the event that one of the combustion chambersV should inadvertently blow-out after. operation has been initiated.

A holding relay 67 contains normally open contacts 68 and an actuating'coil 69, one side of this coil being connected in an energizing circuit by a'conductor 70 containing the' contacts 66 and 56 therein in series relation.k l

Pneumatic components consist of a multiple differential pressure switch assembly 70. This switch assembly contains a plurality .of spring biased bellows 71, 72, 73, 4and 74 which are connected to a conduit 7S by which operating huid pressureis supplied from conduit 30. The bellows 71 is associated with and actuates normally closed contacts 76a :and normally open contacts 7611. Bellows 72 and 73 are associated with normally closed contacts 77 and 78, respectively, whereas thevbellows 74 is operatively associated with normally open contacts 79.

The operation" of the pneumatic-electric starting and control will'now be described. A suitablesource or sources of electric control current will be provided, as necessary, and may be taken from a suitable generator In the present instance, the electrical supply is shown as being from batteries A and B, respectively, these batteries having one terminal grounded.

In order to start the power plant, it isV only necessary to depress the starting switch `51 so as to close its con- Vtacts. The startingmotor 31 will now be energized by activation of the starting relay 57 through the following circuit: from one side of the battery A through contacts 52, conductor 80, contacts 76a',conductor S1, contacts 54 of the stop switch, conductor 82 through contacts 78, conductor 83-toone side of coil 58 of starting relay 57, and from the other side of this coil to ground. Energization ofthe starting relay 57 causes it to close its con: `tacts VS9, and connect the relectric starter 31 toV the batteryB,v Simultaneously with the energization'of the electric starter, 'the energizing coil 6,9 'oflholding relay 67 is energized through the following circuit: ,fromthe energizedconductor 81, through conductor 84 to one side of the coil 69, from the other side of this coil through conductor 70, contacts 66 and thence through contacts 56 to the other side of the circuit. 67 causes it to close its contacts 68 to form a bridging connection from the battery A, throughconductors 85 and 86, to conductor 82 of a holding circuit for the starting relay 57, this holding-circuit being independent of the starting switch 51 which may now be released.

The electric starter 31 being thus energized will start the power plant and continue to accelerate its speed. As the speed increases, the compressor 12 will begin to build up pressure in-the conduit 75. When this pressure has reached a predetermined value, for example, H2O gage, the bellows 71 expands to open its contacts 76a, and close its contacts 76b to complete an energizing circuit to the solenoid valve 24 as follows: from one side of the battery A through conductor 85, contacts 68, conductor 86, stop switch Icontacts 54, conductor 81, cone tacts 76b, and thence through conductor 87 to the actuating coil of solenoid valve 24, and to ground. Actuation of the valve 24 causes it to openV and permit iiow of fuel to the nozzles 21 and 22 of the combustion chambers.

Simultaneously with the energization of solenoid valve 24, the ignition coils 60 and 61 are energized through a circuit as follows: from the now energized conductor 87, through conductor 88, contacts 77, conductor 89, thence through branch conductors 90a and 90b to the respective primary windings of ignition coils 60 and 61, thence to ground. t

Should one or the other of the combustion chambers fail to light-off, the differential relay 65 will operate to open its contacts and thus interruptthe energizing circuit 'i of the holding relay 67', thus permitting it to drop out and open its contacts 68 in the energizing circuit of the starting relay 57, the solenoid valve 24, and the ignition coils 60 and 61. t

Assuming ignition to be normal in bothcombustion chambers, the compressor continues to build up pressure. When this pressure reaches a predetermined value, for example, 45" H2O gage, the medium pressure bellows 72 will expand toV open its contacts 77 and interrupt the energizing circuit to the ignition coils; combustion of fuel in the combustion chambers now being self-sustaining. The power plant continues to accelerate its speed under the action of the starter and turbine power until the compressor pressure reaches a predetermined higher value sucient to cause the high pressure bellows 73 to open its contacts 78, whereupon the energizing'circuit of the starting relay 57 is interrupted and the relay operated to open its contacts and de'energize the electric starter; the power plant at this time being wholly self-sustaining. As the power plant comes up to operating speed, the compressor pressure causes the veryhigh pressure bellows 74 to close its contacts 79 to energize the lamp 55` from the hot conductor 87, and thus inform the operator that the power plant is ready to deliver pneumatic power from the pressure air connections 26 and 27.

Over-speed switch 32 acts as a safety device by opening its` contacts 56 in the energizing circuit of holding relay 67 in the event of excessive speed. The power plant mayl also be shut down by actuating the stop switch 53 so as to cause it to open its contacts. Since these contacts 54 are also in the energizing eircuitof vrelay 67, the relay `will shut down-,the power plant in the same manner as.'` in the c ase of overspeed.

Pneumatic governing and regulatngrystem 'Maximum acceleration ofthe turbine during 'starting operation will be obtained when the turbine nozzles are ing from zero up to maximum speed during a starting` Energization of the relay operation, a thermostatic valve 91 is mounted in the turbine exhaust, this valve having a thermal sensitive control for modifying the operation of -the by-pass valve 2.5 during starting. It will be appreciated that the turbine exhaust temperature will reect the tu-rbine nozzle temperatures. Y t

As shown in Figs. 2 and 3, the thermostatic valve 91 is constructed with a hollow housing as generally indicated by numeral 92. This housing is formed with an elongate tubular wall portion 93 having one end vclosed and its other rend expanded to form an enlarged cup shaped portion 94 closed by afcover 9S which co-7 operates therewith to form an interior chamber 96. At the junction of the portions 93 and 94, the portion 93 is formed with a threaded shoulder 97 by means of which the valve may be mounted in a threaded opening forming a part of a support. In this case, the valve is positioned in the wall of the turbine exhaust.

As shown in Fig. 2, the tubular wall portion 93 is threaded t-hroughoutits length in order to increasethe thermal sensitivity by increasing the exposed wall area subject to the temperature of the turbine ,exhaust gas. The tubular wall portion 93 has mounted therein a core member 98 which has a diiferent coeicient of thermal expansion than the material used in the housing. `For example, the vhousingmaybe constructed of material such as aluminum alloy, stainless steel, etc., while the core'member may be constructed of 'material such as a suitable ceramic material, quartz, etc. The choice of materials will,of course, be dictated by the temperatures to be withstood andthe thermal coetticients of expansion characteristic o f .the particular materials.

The innermostend of the core 98 extends into the chamber 96 and is secured within a central bore 99 of a retainer 100 which is supported foraxial guided move `ment within the chamber 96 by diametrically positioned cover securing screws 101. v

In relation to...the screws 101, the retainer is drilled'or-otherwise formed to provide diametrically op* posedhbores 1.02 and 103, within which there is posi-l tioned in each'case an expansion spring 104. One end of this spring-bearsvf against a ring retainer 105 While v.the other end of thespring engages Yagainst a valve member 106 which is thus biasedin a seating direction towards a movement limiting shoulder 107 at this vendot the associated bore. t

Conduit connectionttings Y108 and 109 are threadly mounted in the cover for longitudinal adjustable movei ments. These fittings are mounted on a diameter of lthe cover and have their innermost ends projecting into the ,chamber 96 in axial alignment with the valve members 106-106, so that they form Aseats for these valves.

The vcover 95 is provided with a central recess 110 which forms a seat for one end of an expansion spring 1111, jthe other end of this springpbearing against the adjacent endY of the core-member 98 so Vthat the core member with its associated' retainer 100 yis biased in al direction away from the cover 95, movement in biased direction being limited by engagement of the outer end of the core member with` the bottoml of the tubular wall portion 93. As indicated in Fig. 5, the interior of Vthe `chamber 96 communicates with Vatmosphere through a plurality of port openings 112 which are' formed in the wall of the portion 94.

Normally, the valves 106 in their seated positions prevent ow of air from the fittings 108`and 109 into the chambery 96 and thence to atmosphere through the openings 112. in the turbinenozzlebox, such temperature(as measured at the turbine exhaust) causes the housing 93 to lexpand'` lengthwise more than the core 98. The spring 111, under such conditions, urges the retainer in'a direction to carry the valve members 106 together with their biasing'springs away from their asociated valve seats- Thus,conduits .connected to the ttings 108 and When, however, excessive temperature occursA 109 may be connected with atmosphere through the chamber 96 and communicating openings 112.

Since the fittings 108 and 109 'are threadly adjustable in the cover, this permits calibration of the temperature at which the valve `members 106-106 be unseated, and this calibration may be such that the Valves may be unseated together, or at dierent temperatures depending upon the adjustment of the fittings.

Referring back to Fig. l, it will be noted that the iitting 108 of the thermostatic valve 91 is connected to the control pressure system, and hence to chamber 41 of by-pass valve 25, by means of a conduit 113. Therefore, when excessive temperature obtains at the turbine nozzles, the valve 91 relieves control system pressure in the chamber 41, causing the fuel metering valve 45 to'unseat a greater distance and allow fuel pressure on the high side of the fuel pump to force a greater amount of fuel through the pump by-pass. As a result, fuel ow to the combustion chambers is decreased with a consequent reduction of temperature at the turbine nozzles. Upon decrease of temperature at the turbine nozzles below the maximum allowable temperature, the opposite action takes place. i

After the power plant is up to speed and pneumatic power is available, the thermostatic valve 91 cooperates With a load limiting servo-valve 114 in a manner to limit the pneumatic load to values consistent with maximum desirable temperature at the turbine nozzles. For this purpose, the fitting 109 is connected by Vmeans of aconlduit 115 to the operating cylinder 116 within which an operatively associated piston 117 ismounted for reciprocal movement. The piston is connected by a link 118 to a butterfly valve 119 for controlling flow through the lduct'28. A spring 120v acts against the piston' in a di- Vrection to move the butterfly valve towards closed position. Y Motivating air pressure is supplied to the cylinder 116 from conduit 30 through a conduit 121 having a ow restricting orifice 122 therein.

It is preferred that the valve member of the thenmostatic V.valve 91, which controls the pressure in the load limiting control conduit 11S, Vbe calibrated so as to unseat at a temperature of, for example, 100 F., under that which Will unseat the Valve member which controls the pressure in the by-pass valve control conduit 113. This vpermits both the acceleration and speed controls to operate the fuel by-pass valve 25 so as to maintain maximum temperatureat the nozzle box at all times regardless of the amount of pneumatic load on the power plant. It also permits load modulation by the buttery valve without interference by the acceleration control of the pneumatic control circuit at the governed speed.

It willv be appreciated therefore that during the accelerating phase of starting, the operation of the power plant is under the supervision of the acceleration control. Since the compressor pressure increases roughly as the square of its speed, the compressor pressure will rise 'rapidly as designed speed is approached, this increase be- 'ing accompanied by a corresponding increase in fuel pressure. During the latter speeds of ac-celerationthe nozzle temperature, which increased rather abruptly inthe initial starting phase,` will beginV to drop off.v Thus, the

Aacceleration control thermostat becomes less controlling,

and as no load designed speed is approached,l the thermostatic valve will only function as a standby controlvwith Vconduits 113 and 115 sealed oif.

The load limiting control is ineffectual during-the 'accelerating period of the Vpower plant, since no load has -been applied. When load is applied, the thermostatic valve 91 will act tofmodulate the amountvof-bleed'air available for that load inaccordance with anozzle temperature'of approximately 100 F., under that at `which the acceleration control would operate as previously discussed.

Itis, of course,'desirable that the buttery valve 119 should belocated as closely to the connection 26 ofjthe lcompressor as is'practicably feasible, since any leakage- `75 compressor.

. 8 which might occur in the distribution duct 28 between the connection 26 and the buttery valve 119 might not ,result in temperature limiting 1control by theY butterfly valve. 11n that-event, the operation of the by-pa'ss valve .5 25by' the thermostatic valve'91'would be the sole means for limiting nozzle temperatures.

The rotational speed of the power plant is under the control, of Sapneumatic governor which will now be described. Referring to Fig. 1, a pneumatic governor according" to the present invention is generally designated by numeral 123. The governor comprises an enclosing casings1n24 within which a movable wall' structure 125 is positioned adjacent one end of the casing with which it cooperates to form a chamber 126 which is connected l5 throughfa yconduit 127 to receive operating pressure from the conduit 30. v

The'movable wall structure 125 includes a differential bellows 128 mounted withinthe chamber 126, the interior of this bellows beingV open on its opposite side' to pressure existing within a chamber 129 extending between the movable wall structure and the lopposite end of the casing, this chamber beingvented to atmosphere through a port'opening 130.y f

Within the chamber 129 there is pivotally mounted on a pivot member 131 a right angled crank 132 having arms -133 and 134 respectively. Movement of the -bellows 128 is transmitted to the crank 132 through a thrust bar 135, one end of this bar being attached by a suitable connectionV to the bellows structure, and the other end of the b'arV carrying an anti-friction contact wheel 136 which l-bears against an adjacent surface of the arm 133. Thrust forces 'exerted by the bellows `128 will act to move the crank 132-in a-clockwise direction. l

Movements of the crank 132 Iby -the action of the bellows 128,"arelmo'died by the action of an absolute pressure device'137 which consists of anY evacuated bellows 138 and a temperature compensating mechanism 139. VThe action of the bellows 138 is transmitted to arm 134 of the crank through a tension bar 140v having va knife edge 'bearing contact 141 .with the crank arm, so that 4tension forces applied thereto will act to swing'the crank in a counterclockwise direction.

' The effective pressure areas of the bellows 128 and 138 are equal. However, the moments of force acting onv thearms 133 and 1134 will be proportional to the rela- .tive lengths of the force arms and the pressures to which these bellows may be subjected under varying ambient conditions. Y- v Y t j The crank'and bellows combination described above would provide constant speed' control of the power plant in accordance-with changes of pressure at the compressor inlet, assuming inlet air temperature as being constant. y However, it is a characteristic of this type of power plant, 'with merely pressure ratio control, that vits speed decreaseswithrdecrease of inlet airtemperaturel Temperature compensationis therefore arranged by utilizing a bimetallic stripl42, this strip being anchored atone end andhaving its free end connected through a link 143 with the end ofthe thrust .barj135 which carries the contact wheel The operation of the bimetallic strip is such as to vary the force arm at which .the bellows 128 acts on the crank-arm 133 in such a manner as to increase the pressure ratio with decrease of temperature. In other words, upward movement .ofthe strip 142 .accompaniesfa temperature decrease' and causes a decrease in the length of theforce arm between the crank pivot 131 and the point of contact with the wheel 136.

The mechanism as described above provides movement of the crank 132 inraccordance with pressure ratio changes as corrected for by any temperature changes.

By changing lthe iixedncharacteristic correction ofthe bimetallic strip 142, any desiredoperation of the power plant may be obtained. That is, theppower plant maybe given a constant speed or evenan increasing speed characteristic with decreasing temperature at the inlet of the It is preferred,`of course, that the bimetallic strip be located in or adjacent to the compressor inlet of the power plant so as to correctly sense the inlet air temperature.

The movements of the crank 132 are utilized in the speed control of the power plant by being associated with a suitable bleed conduit 144 arranged to bleed pressure from the chamber 41 of the by-pass valve 25.

The conduit 144 has an end which terminates within the chamber 129 of the pneumatic governor housing, this end being formed to provide a seat 145 for |a reed valve member 146 which is normally closed against the seat 145. The free end of the valve member overlies an adjacent end of crank arm 134 so that upon clockwise movement of the crank 132, the valve member 146 will be lifted from its associated seat and permit bleed flow from the chamber 41 of the by-pass valve through the conduit 144. The valve member 146 has sutlicient spring resiliency to seal against escape of control pressure air, until moved by the associated crank arm.

It will be appreciated that changes of compressor pressure between low load and full load are only nominal, when the power plant is running at governed speed. Therefore, the differential bellows 128 necessarily provides sensitive control of the reed valve member 146 in order to provide constant speed at the particular load. During power delivery periods, the thermostatic valve 91 operates primarily as a load limiting modulator, with a further standby protection feature against excessive fuel consumption, and in such :an event the thermal Valve overrides the action of the governor where excessive nozzle temperature might result from governor action.

It is appreciated that various modifications may suggest themselves to those skilled in the art without departing from the spirit of the present invention, and, hence, it is desired that the invention shall not be restricted to the form or forms shown or uses mentioned, except to the extent indicated in the appended claims.

I claim:

1. Power apparatus, comprising: a hot gas turbine having a combustion chamber; a compressor driven by said turbine for supplying combustion air to said combustion chamber; a fuel pump for supplying fuel to said combustion chamber; a pump by-pass; a valve in said by-pass; means for actuating said valve including a movable member responsive to variations in a uid operating pressure; an atmospheric bleed on the lluid operating pressure side of said movable member; a movable valve member normally biased to a position closing said bleed; a pivoted crank operable in one direction to move said valve member to opened position and in a reversed direction to close said valve member; a device biasing said crank in said one direction through a variable force arm, said device being responsive to pressure differential between compressor inlet and outlet pressures; a device biasing said crank in its reversed direction through a substantially constant force arm, said device being responsive to absolute pressure variations; and means for changing the length of said variable force ann in response to ambient temperature variations.

2. Power apparatus, comprising: a hot gas turbine having a combustion chamber; a compressor driven by said turbine for supplying combustion air to said combustion chamber; means for controlling supply of a fuel to said combustion chamber including a first valve; means for actuating said rst valve including a movable member responsive to variations in a fluid operating pressure; an atmospheric bleed on the fluid operating pressure side of said movable member; a movable second valve normally biased to -a position closing said bleed; a pivoted crank operable in one direction to move said second valve to opened position and in a reversed direction to close said second valve; a device biasing said crank in one direction through a variable force arm in response to variations in pressure differential between compressor inlet and outlet pressures; a device biasing said crank in its reversed direction through a substantially constant force rarm in response to absolute pressure variations; and means for changing the length of said variable fonce arm in response to ambient temperature variations.

3. Power apparatus, comprising: a hot gas turbine having a combustion chamber; a compressor driven by said turbine for supplying combustion air to said combustion chamber; means for controlling supply of a fuel to said combustion chamber including arst valve; means for -actuating said first valve including a movable member responsive to variations in a uid operating pressure; an atmospheric bleed on the iluid operating pressure side of said movable member; a second valve for controlling said bleed; a movable actuating member forV said second valve; pressure responsive means connected to said actuating member, and acting thereon in response to variations in pressure diterential between compressor inlet and outlet pressures to move the second valve in an opening direction; pressure responsive means connected to said lactuating member, land acting thereon in response to absolute pressure variations of the atmosphere to'rnove the second valve in a closing direction; and Iambient temperature responsive means for modifying the action of one of said pressure responsive means.

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